Device for attaching cars to moving trains



4 Sheet-Sheet 1.

B. CHAPIN. Device for Attaching Oars toMoving Trains.

No. 225,272. Patented Mar. 9,1880.

A. B. GHAPIN.

Devicefor Attaching Cars to Moving Trains. No. 225,272. Patented Main-9,1830.

I: 9f y I MPETERS. PHDTOMTHOGRAPHHL WASHINGTON D C.

4 Sheets-Sheet 3.

A. B. OHAPIN.

Device for Attaching Oars to'Mox ring Trains.

Patented Mar. 9 1880.

7 MPETEHS, PHOTO UTHOG PM 4She ets'Sheet 4. A. B. CHAPIN.

Device for Attaching flar s to Moving Trains.

No. 225,272 Patented Mar; 9 I880.

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lJNiTEn STATES PATENT ()FFICE.

ALFRED B. GHAPIN, OF BUFFALO, NEW YORK.

DEVICE FOR AT'I'ACHING CARS TO MOVING TRAINS.

SPECIFICATION formingpart of Letters Patent No. 225,272, dated March 9, 11880.

- Application filed December 6, 1879.

To all whom it may concern:

Be it known that I, ALFRED BURWELL GJELAPIN, of Buffalo, in the county of Erie and State of New York, have invented or made certain Improvements in Devices for Attaching Stationary Cars to Railway-Trains while in Motion, of which the following is a specification. 1

This invention relates to attaching to the main train while running at speed by any or every way or small station a car already I loaded with freight, passengers, mails, 850.,

standing on a switch or side track by the side of the main track, which will be caught and attached to the rear car of the train and carried along by devices hereinafter fully described, and, after being emptied of its freight, baggage, and passengers, is refilled with the parcels, passengers, 850., to be dropped at the next station, and the car is uncoupled before arrival and run onto a side track at or near the station, and the one standing there to be caught by the passing train, and so on through the entire route, taking on and dropping cars at any or all way-stations.

The objectofthis invention is to save greatly in the time of running trains now lost by taking on or ofi' passengers, baggage, 850., at small stations, and to give stations now passed by express or fast trains practically the advantages oflarge ones by instantaneously catching, taking along, and attaching a car while the passing train is in full motion. This will greatly shorten the time of running trains between distant points, and accommodate waybusiness to a vastly greater extent than by the present system, and do away with the necessity of stopping at way-stations to deliver or take on passengers, mail-matter, baggage, express-packages, &c. I

The invention consists in the arrangement of parts'and in certain devices, all to be fully hereinafter specified.

In the drawings, Figure l is a plan of the rear end ofa passenger-car, the floor removed, showing a portion of the devices for catching and holding the supplementary car; Fig. 2,

detail of brake and friction levers; Fig. 3, side elevation of the end of same car, showing friction-brakes, 8m; Fig. 4, end elevation, showing the drum and cable, slide, 850.; Figs. 5, 6, I

7, detail views; Fig. 8, plan view of the front of the supplementary car, with devices for being drawn up to the rear car of the passing train; Figs. 9 and 10, details of double catchhook; Fig. 11, side elevation, partlyin section, showing the catch-hook arm and devices for operating the hook; Fig. 12, side elevation, in section, of the coupler; Figs. 13 and 14, details of same.

A represents the rear end or back of the last car of a passenger-train, and which will have a room partitioned off from the body of the car, leaving a passage-way from the rear platform to the rest of the car. In this room will be the operating-levers, 8tc. The remainder of the space will be devoted to luggage, mail-bags, 8zc., to be put off at way-stations, and to receive those taken at the same from-the attached cars as they are taken on. Beneath this room, and under thehinder part of the car,is a'drum, B, around which is wound in grooves a cable, of wire, rope, or chain, a, having a ball-weight, I), at its outer end. This drum revolves on a stationary screw-threaded axle, c, the ends firmly fastened in a frame at the sides, so that the drum not only revolves, but also has a side motion on the screw-axle. This is to have the cable always drawn from the center of the rear end of the car. The thread of the screw and the grooves in the drum in which the cable winds correspond for this purpose.

At the ends on the screw-axle c are loose friction-wheels O 0, running on smooth bearings,alwaysinthesameposition. Theirperiphcries are cut into a series of V-shaped grooves. Through the drum, and on opposite sides of the screw-axle parallel to it, are two rods, 51 61, their ends fastened to the friction-wheels O O. The drum, in moving, imparts, by these rods, a similar motion to the friction-wheels; but the drum also moves sidewise on the screw as well as revolves. The holes in the drum through which these rods pass are sufficiently large to admit of the drum sliding back and forth.

To check the too quick movement of the drum, friction-brakes are applied totfrictionwheels O, which consist of brake-blocks e e, behind the friction-wheels, and containedin aboX. These blocks have a concave and grooved surface to fit the grooves in the friction-wheels, and are operated by the levers 1 2 3, attached to rods f f, which unite under the floor, and are worked by the upright lever-handle g, which comes up in the room over the operating parts. When this brake is on it checks the running of the drum and prevents the too swift paying out of the cable. Springs in connection with the brake-blocks keep them on.

Before a car is caught the brakes are withdrawn from the drum B. The springs would put the brake on, providing the controllinglever g were not held back. This is done by a pawl, a, attached to the lever, which, when the lever is drawn back, will catch in the notches of a ratchetwheel, R, on the leverframe. (See Fig. 2.) This wheel is attached by a system of pulleys, 4 5 6 7, and belts to the friction-wheels O.

When the stationary car is caught the drum moves and the brake is put on automatically by the notched wheel revolving and releasing the lever g.

In front of the friction wheels 0 are friction-pulleys h h, which are grooved to mesh into corresponding grooves in the wheels 0 0. They run on the ends of a long red or shaft, l, which moves forward and back in side slides, a, and with a wide band-wheel, i, or equivalent device, on the center, united by a belt to a band-wheel or 'pulley, i, on the axle of the car-truck. When this is thrown on by the lever-handle g the pulleys h connect with the friction-pulleys O, revolve the drum, and wind up the cable, drawing the car up to the train. To prevent it winding too far as the cars come together, the buffer on the opposite car strikes the spring-buffer j, on the inner end of which is a forked rod, 70, which pushes against the frame-rod l of the friction-wheels h h, and throws them off from contact with the drum friction-wheels O 0.

An indicator, D, stands up in the room, attached to the lever-frame, which, by a series of pulleys and belts, 9 10 ll 12 13, (the form er, 9, attached to the friction-wheel 0) moves an index, so that the brakeman can see how fast the drum is revolving and the cable running out, and that the proper amount of brakepower is applied.

A set-screw, m, is arranged in the end of the lever-frame, in front of the lever g, to prevent it going too far forward, and thus regulates the amount of pressure first applied through the friction-brakes 0 e.

A vertical coupling-pin, 0, stands up on the rear platform, its connection to be hereinafter explained.

On the rear end of this car, under the rear platform, are attached two frames or ways, 19 p, as wide as the ends of the car, either or both grooved, or one is grooved and the other with a rounded surface. In and on these slide right and left the frame or slide E, which carries the cable end held in a cross-head, q, provided with friction-rollers to lessen the friction of the cable as it is pulled through. The cable also runs between two upright rollers, r 1', (see Fig. 5,) behind the slide under the center of the platform, so as to insure the cable winding in its proper grooves on the drum, especially when the railway-track is curved. A small stop is fastened to the cable a short distance from the ball-weight, to prevent its being pulled through the cross-head. This cross-head q moves longitudinally on ways in the sliding frame E, and is carried to the extreme ends of the slide, or returned to the center by an endless belt or chain, 8, attached each side of the cross-head q, and passing over grooved pulleys t t at each end of the slide and around another grooved pulley, u, on the end of a thimble, t, which surrounds the vertical operating-rod F, where it passes through the platform. The upper part of the thimble is a flat disk, q, having a double ratchet, r, pivoted thereto. (See Fig. 6.) This engages with a ratchet-wheel, S, on the sleeve G, which, by turning the wheel Gr, draws out the crosshead and cable. When there-is a strain on the cable, if the cross-head is at the end of the slide, it will slide back to the center itself gradually, and there remain while the cable pays out or is drawn in.

The devices for running out and returning the slide E, carrying the cable cross-head, are as follows: On the lower end of the operatingrod F is a toothed wheel, to, (see Fig. 7,) which meshes into a toothed rack, s, on the back of the slide. The upper operating Wheel, F, when turned one way, runs the slide out as far as necessary, and turned the reverse way runs it back. It can be run out either side of the car, as described, carrying the cable end with it.

The description of the stationary or supplementary car is as follows: H in Fig. 8 is the end of the stationary car, under which is arranged a semicircular way or guide, I, for an arm, J, to swing on, which has a double catchhook, K, on its outer end. The inner end of this arm has a long rectangular opening, .90, which receives the end of a central post, L, leaving a space for the forward and back movement of the arm. There are also long side slots, 3 y, in the end of the arm with a pin, 2, sliding therein, and which also passes through the center post, L. A spring, 2, between the ends of post L and the back of the square part of the arm, takes off the shock when the arm is strongly pulled by the passing car A, and allows a necessary play of the arm to overcome the inertia of the stationary car. This central post, L, revolves in a circular sleeve or frame strongly attached to the main timbers of the car. The arm J swings in a loose yoke, N, the upper part ot the yoke sliding on the guide I. When the arm is swung out it protrudes beyond the side of the car, so that the hook K will catch the ballweight and cable end swung out from the rear side of the passing car A. This hook K is of peculiar construction. The end of the arm is bifurcated longitudinally, and in this slit is set the double hook, which is of semicircular form on the outside, and is flush with the rounded end of thearm, the hooks protruding one from each side, something like barbs. A

- vertical pin, a, confines it in the slit, said pin having a loose sleeve, I), around it. (See Figs. 9 and 10.) Around the sleeve is a coiled spring, (1, one end fastened to the inside of the end of the arm, which is made hollow and round to receive it, the other end having a screw or pin, running longitudinally through it and the sleeve, and protruding into a longitudinal groove, 61, in the pin. A portion of the groove is closed by a stop, 0. (See Fig. 10.) The pin a and hook K move together.

When it is necessary to throw off the cable from the hook on either side it is done as follows: The inner end of the hook-point has a slot, f, (see Fig. 8,) which, when the hook is in place, is in line with the arm. In this slot f a bolt or catch, it, holds, which is operated by a long rod, 1'', running along the top of the arm J, which has a short vertical pin, 11, at its end. On the central post, L, is 'a pulley with an attached arm, j, and around the pulley is a belt, 7;, which runs around a pulley, l, on the vertical rod m. (See Figs. 8,11, and 12.)

When the wheel m is worked it revolves the pulley-arm j, which strikes against the vertical pin '0' and pushes the long rod outward, withdrawing the catch 71/, thereby releasing the hook K. which flies outward either side that the cable may be caught in, and releases the cable, according to which side of the car the hooked arm is swung out from. The pulley-arm j on the central post, L, is swung round either way. The vertical pin i, rod 6, and bolt 7b are returned to place bya spring,'n.

On each side of the arm J, opposite thehooks K, are wings 0 0, to guide the cableand ball in place and aid in catching it.

When the hook is released by the bolt h the springs d in the end of the arm J throw it back in place, each acting independently of the other, one spring acting when the hook is pulled out at one side, and the other spring acting only when the hook is pulled out at the other side, otherwise one of the springs would be pressed backward and broken by uncoiling it.

The devices and operation to prevent uncoiling are as follows: A vertical projection, e, is fastened to orforms part of the sleeves I) b, which sets against a stop, f, on the box of the springs to prevent the springs moving farther. The hook, for example, is-

pulled out at the right side of the arm to release the cable; then the lower spring operates the lower screw-pin c, engaging against the stop 6 in the groove of the central pin, a, carries around the sleeve 1), coiling the spring, which, when the cable is released, springs the hook back into place. The upper screwpin c and sleeve remain stationary by reason of the longitudinal groove in the central pin allowing the upper screwpin to remain therein, while the central pin, a, revolves loosely, carrying its own stop away from that screw-pin until thrown back by the lower spring, when action of the hook if drawn out at the lefthand side. If so, it operates the upper spring and sleeve precisely as described for the lower ones.

The construction of the upper and lower parts are similar, onlyhaving a reversed action. By this means it is impossible to uncoil or break either spring.

\Vhen the car stands on a side-track that is on an incline grade it is obvious that the car-brakes must be set to prevent its moving. When the passing car catches this stationary car an automatic arrangement throws oft the brakes by the swinging around of the hooked arm J. This is accomplished as follows: To one side of the surface of the post L, which swings with the arm J, is pivoted a long lever, 1.4.. The other end is pivoted to a short lever, 15, whose other end is fastened to a disk, q, above the floor of the car. On the top of this disk is a pivoted dog, 1", that catches into a ratchet wheel, 8', attached to the sleeve 0 and worked by the brake-wheel O. The dog holds the'brake when set. A pin, a", is set in a hole in the disk just in front of the dog, when the brakes are to be thrown 01f by the movement of the arm J. The swinging of this arm from the side to the center moves the disk around sufficiently to release the dog a" from the ratchet-wheel s, andthrows off the brakes, allowing the immediate movement of the car.

On the platform is a coupling-arm, P, swinging around the sleeve of the brake-rod, the inner end attached to a hollow box, P, which encircles the vertical brake-rod and sleeve, the arm swinging horizontally in one direction, and thrown back into position by a coiled spring, 1), inside the box P.

The coupler on the outer end of this swinging coupling-arm is a hollow circular box, P, in which is pivoted by a central pin, w, a catch-hook, y, (see Figs. 13 and 14,) with one protruding hooking-point. A coiled spring, 1), throws the hook back into position after being pulled out. This hook engages with the upright coupling-pin 0 on the car A, before referred to. As the cars meet, by the car H being drawn to car A by the cable winding up, the outer rounded edge of the couplerhook y strikes against the pin 0 of the opposite car, pushing the coupler and arm sidewise until the pin slides over the hook y, and the spring o throwing the coupler back into position and holding the cars together.

The uncoupling is accomplished as follows: The back end, y, of the hook y has a slot, 1], therein, in which a bolt or catch, 2, sets. A bent lever, Q, is attached by one end to a projection of the coupler-box P, and at a short distance from this is pivoted into the catch-bolt 2. Between this and the couplerarm, and around the upper part of the catchrod, is a coiled spring, 10'. By the brakemanpressing his foot on this lever the catch is pressed down and out of the slot y of the catch-hook, which, thus released, flies out and IIO disconnects from the pinv 0, and the cars are at once separated. The spring 1) returns the hook 3 to its place. the inner end, y, with the slot 1/, catching the bolt 2'', which slips into the slot 31'.

The operation of the whole device is as follows: The car H stands at a way-station on a side track, which, by a switch, runs into the main track. The car is previously loaded, and the arm and hook J. swung out oh the side to the main track. The car A of the moving train has previously thrown out from the rear of the back car the slide-carrying the crosshead and cable with the weighted ball. This slide will be arranged to stand just above the hooked arm J so that the cableball will be caught by the hook and there held. The cable at once pays out on the drum B, the frictionbrakes are set hard against the friction-Wheels C G, thereby causing the car to acquire a small portion of the velocity of the train, and the hooked arm, swinging round from the side toward the center of the car H, throws off antomatically the brakes that were set to hold the car H on the side track till caught by the passing train. As the car H gathers momentum and gradually acquires the speed of thetrain, having previously run from the switch to the main track, and the drum ceased to move, by which time the car H has acquired the full motion of the train, the friction-brakes" on the drum are thrown off and the friction brake pulleys h it applied to the front of the drum friction-wheels G O, and the movement acquired by the band and band-wheels, operated by the axle of the car-truck, winds up the cable and draws the car H up to the car A, when the automatic coupler engages with the pin 0 and holds the two together. The passengers, mails, baggage, 850., are now transferred from car H to the car A, and another transfer back of persons and packages that are to be left at the next station. Previous to arrival there the brakeman presses down the lever Q, and disconnects the two cars, the car H switching onto a side track, and is stopped at the station, while the main train passes by and picks up another supplementary car there, and so on the whole route.

Both ends of the stationary car may be constructed alike,if desired; but only. one end of the rear car of a train need be furnished with the drum and cable, Sue. The arm and hook can be swung out either sideof the car H, and the cable and weight slid out from either side of the passing car.

It is obvious that the devices on the moving car can be put on the stationary car, and vice versa, if found desirable.

I claim 1. The drum and cable to be operated from a railway-car of a moving train, in connection with an arm or hook, J K,or their equivalents, attached to a stationary car, H, for the purpose of catching said cable, and with suitable brakes to act on said drum, substantially as and for the purpose hereinbefore specified.

2. The frames 12 p, slide E, cross-head q, situated at the end of the car A, and in combination with the drum B and cable a b, all substantially as and for the purpose specified.

3. In combination with the slide E, frames 9 p and cross-head q, the devices for operating the same, consisting of the grooved pulleys tt a, rope or belt 8, friction-rollers r 1", rod F, operated by wheel F, sleeve G, and wheel Gr, thimble -v, toothed wheel to, rack 8, disk q, with ratchet-wheel S and pivoted ratchet r, all substantially as and for the purpose specified.

4. In connection with arailway-car, the combination of the cable-drum B, moving on screwaxle c, drum-rods d d, and grooved frictionwheels 0 0, running on smooth bearings at ends of screw-axle c, all substantially for the purpose specified.

5. In combination with the friction-wheels G G, the grooved brake-blocks e c, operated by the levers 1 2 3, rod f, and lever-handle g, all substantially as and for the purpose specified.

6. In combination with the brake-blocks e e and friction-wheels O O, the automatic devices for throwing on the brakes connected with the lever 9, consisting of pulleys a 5 6 7 and belts, ratchet-wheel R, and pawl a, (on lever g,) all arranged and operating substantially as hereinbefore specified.

7. In combination with friction-wheels G O, the devices for winding up the cable a on the drum B, consisting of the grooved, frictionwheels h h, shaft 1, the ends of the latter movin gforward and back in side slides, a, the bandwheelst' t", band-frame rod Z, and attached lever g, all substantially as specified.

8. In combination with the spring-bufferj, the buffer-rod it, connected thereto, and by which the pressure on the buiferj acts on the frame-rod l, and automatically throws off the friction wheels h h from the drum frictionwheels 0 O, substantially as and for the purpose hereinbefore specified.

9. The indicator D, operated by the pulleys 9 10 11 12 13 and belts, in combination with the friction-wheels O O, substantially as specified.

10. In combination with the car H, the hookarm J, swinging either way on the central post, L, and Ways I, and the outer end provided with a catch-hook, K, substantially as specified.

11. The catch-hook consisting of the hook K, the central pin, a, with slots 01, stops 6, sleeves b, screw-pins 0, one end setting in the groove 01, the springs d, the projections e, and stops f, all in combination with the bifurcated end of the arm J, in which the hook operates, as and for the purpose specified.

12. In combination with the swinging arm J, the double catch-hook K, moving on or with the central pin, a, and returned to position, with or without a spring or springs, and operating substantially as specified.

13. In combination with the hook K, the devices for unfastenin g it, consisting of the catch or bolt h, jointed rod i, pin i, pulley and IIO arm j, belt 70, pulley Z, operating-rod and Wheel m m, all substantially as and for the purpose specified.

14:. The devices for automatically throwing 011' the car-brake when the supplementary oar H is started, consisting of the rod 14, pivoted at one end to the central post, L. and at the other to lever 15, the disk q, dog 1"", ratchet- Wheel 8', pin it", and sleeve and brake-wheel O O, in combination with the usual brakes of a car-truck, the central post, L, and arm J all substantially as and for the purpose specified.

15. The coupler consisting of the swinging arm P, boxes P P, bolt-lever Q, spring-bolt 220, book 2 y y, springs 22 and o, and 15 pin w, all substantially as and for the purpose specified.

In Witness whereof I have hereunto signed my name in the presence of two subscribing witnesses.

A. B. OHAPIN.

Witnesses:

J. R. DRAKE, EDWARD M. BELL. 

